Internal-combustion engine



G. MoRRzsEY INTERNAL COMBUSTION ENGINE Filed Feb. 23, 1 22 2Sheets-Sheet 1 atented Nov. 15, 1927.

GEORGE MOREISEY,

mrEnNAL-cor'ransrron Enema. 1

Application filed February 23, 1922. Serial No. 538,706.

This invention has to do with certain im-' provements in internalcombustion engines 7 and their methods of operation. The inven- Which itwill be subjected,

tion has reference particularly to the construction and mode ofoperation of internal combustion engines of the jacketed type, in whicha liquid is circulated through the cylinder jackets as distinguishedfrom the socalled air cooled type of engine.

ln order that the features of the present invention may be betterunderstood, and in order that the mode of operation herein disclosed maybe more exactly-understood and differentiated from other previousconstructions and modes pf operation, I will first refer briefly to theconstruction and mode of operation of certain of the principles involvedin engines otthis type generally.

I make use of a jac'keting liquid having a much higher boiling pointthan that of water, 'Which jacketing liquid is capable of operation inthe engine jacket and through the cooling radiator and passages andauxiliary mechanism without damage to the parts either by reason of itscomposition and chemical characteristicsor otherwise. Such jacketingliquid for improved operation by my new method should also preferablyhave a boiling point not excessively high, so that under abnormalconditions it will serve as a temperature limiting agent. since onreaching the boiling point ebullition will commence. Furthermore. suchjacketing liquid should be stable at all the temperatures to cheap,readily obtainable in commercial quantities wherever needed,non-otlensive either on account of its odor or other characteristics,and

should preferably have such a low freezing point that the dangeroffreezing would be practically eliminated at winter tempera.

tures. Straw oil, a petroleum product, is admirably adapted for use as ajacketing liquid for internal combustion engines. since it complies in amost ideal manner With all of the characteristics hereinbefore recited,

as well as possessing other very desirable and advantageous qualities.Straw oil is one of a group of wax free oils recovered fromv paratfinepetroleum, said group generally including also mineral seal oil andspindle oil.

point of substantially 350 The oils of this group are redistilled fromparaifine oil having a specific gravity of sub stantially 34 B. fromwhich the gasoline and other lighter bodies have been removed. The waxis pressed out from this parafline oil and the product is redistilled togive this group of'oils. The straw oil has a boiling (1., and )OlllSfreely at temperatures as low as 30 C. below zero. The other oils ofthis group are also well adapted for use according to the present methodand invention. Other jacketing liquids will also comply'with the requirements previously recited, including particu-j larlv the characteristicsof a boiling point well above the boiling point of Water and therequirements of stability and non-injurious effect on the mechanism.

lhe temperature at which the jacket liquid will operate. assuming thatit is within the boiling point of such liquid, will depend upon the rateof heat generation in the cylinders compared to the rate of heatdissipation in the radiator or other heat dissipating mechanism. Byproperly relating the rate of heat dissipation to the rat of heatgeneration. the temperature of the jacket liquid may be maintained atalmost any point selected, below the boiling point 'ofthe liquid.Inasmuch as it is desirable to operate at all times and under all loadsat or near the selected temperature, it becomes also'desirable toprovide a circulating system of such arrangement that the rate of 35substantially 350 C. the lubricating prob-.

lems become such as'to practically ofl'set any further. advance oftemperature with proper operation. Thisis an additional reason Whyv .Frc EQ- i,

OF JULIET, ILLINOIS. ASSlliGNOR 0F ONE-HAL r we 'rnoMAs A. nsnmne, an,or wrnnn'rrn, ILLINOIS.

straw oil and other liquids of similar boiling points are very desirableto use for jacketing purposes, since they boil at a temperature whichensures substantially the correct temperature of the cylinder walls forbest and most economical operation.

In order that the engine may always operate with the jacketing liquid ator near the boiling point of the liquid, I prefer to associate with theengine suitable devices controlling either the liquid circulation or thecooling air circulation or both, so as to maintain the desired liquidtemperature, and in some cases I prefer to provide also automaticcontrol devices for performing these functions so as to maintain thedesired operating conditions without special attention on the part ofthe operator.

In the drawings I have illustrated partly diagrammatically, certainoperating arrangements incorporating the features hereinbeforeexplained, and by means of which the internal combustion engine may heused with jacket liquids capable of maintaining temperaturessubstantially above those now in use in jacketed engines. In soillustrating certain mechanisms in the drawings. I wish it distinctlyunderstood that I do not. intend to limit myself to the application ofthe features of the present invention to use in connection with thearrangements so illustrated, except as I may do so in the claims, butcontemplate the use of said features broadly in internal combustionengines.

Figure 1 shows a side elevation of an internal combustion engine,together with a cooling radiator and circulating system for the jacketliquid, the system being provided with automatic means for directlycontrolling the circulation of air through the radiator by thetemperature of the liquid cominc from the engine so as to maintainautomatically the desired jacket liquid temperature;

Fig. 2 shows a front view corresponding to Fig. 1;

Fig. 3 shows a fragmentary detailed section taken on the line 33 of Fig.1, looking in the direction of the arrows;

Fig. 4 shows a fragmentary detailed section taken on the line 4-4 ofFig. 1, looking in the direction of the arrows;

Fig. 5 shows a view similar to that of Fig. l, but it illustrates'anarrangementof circulation system in which the flow of liquid through theradiator or heat dissipator may be partially shunted in order tomaintain the desired automatic temperature control:

Fig. 6 shows a fragmentary'section taken on the line 6 of Fig. 5.looking in the direction of the arrows: and

Fig. 7 shows a fragmentary section taken on the line 7-7 of Fig. 5,looking in the direction of the arrows.

Referring first to the arrangement shown in Fig. 1, the engine isdesignated by the numeral 10. It has the cylinders 11 and the crank case12. The cylinders may be of any of the well known jacket constructionsin which liquid jackets are provided around the different cylinders,through which jackets the cooling liquid may be circulated. Owing to thefact that -there are many different constructions of engines havingacketed cylinders. I do not deem it necessary to hereinspecificallyjllustrate or describe any particular jacket or cylinderconstruction, since any one skilled in the art will be able to adapt thefeatures of the present invention specifically to any given jacketarrangement. I will state,however, that the jacketed engine shown inFig. 1 is provided with a jacket liquid inlet 13 and with a jacketliquid outlet 14, so that the jacket liquid may circulate generally inthe direction of the arrows shown in Fig. l, upwardly through thecylinder jackets from the inlet connection 13 to the outlet 14.

I have also illustrated a cooling radiator 15 which may he of any of thewell known types of construction, and for this reason I do not deem itnecessary to illustrate the construction of the radiator itself indetail. The jacket outlet connection 14 from the upper portion of theengine reaches by a passage 16 to the upper portion of the radiator, anda passage 17 reaches from the lower portion of the radiator back to thejacket inlet connection 13, so that the jacket liquid may eir-- culatethrough the system in the closed circuit, generally indicated by meansof the arrows.

I have also illustrated a cooling fan 18 mounted on the shaft 19 forassisting in drawing the cooling air through the radiator. Furthermore,I have illustrated a pump 20 in the connection 17 for assisting thecirculation of the jacket liquid through the system. I do not intend tolimit myself either to the use of the cooling air fan or to thecirculating pinup, except as I may do so in the claims. since it will beevident that in some cases the natural air circulation will besuflicient. and in many cases the natural thermo-siphon jacket liquidcirculation will suflicc.

In those cases in which no especial effort is made to relate the rate ofheat dissipation to the rate of heat generation, the arrangement thusfar explained will be' sufficient. and the high boiling point jacketliquid will be able to give beneficial results. since it will permit theuse of much higher operating temperatures than can be secured with waterand will also prevent the attainment of excessively high temperatures.In other cases it may be desirable to provide either manual or automaticmeans for controlling the rat of heat dissipation as compared to heatgenllll fill

till

neonate oration, and therefore, I have illustrated in the figures anautomatic arrangement for ac complishing this result. In the case ofFigs. 1, 2. 3 and l. a series of vanes 21 are pivoted in front oftheradiator, so that they may be turned into such posit-ion as toeitherpartially or completely interrupt the air flow through theradiator. These vanes when used may be connected together by a link 22which may be raised and lowered in order to regulate the amount ofopening between the vanes. A lever 23 is pivoted to a stationary point24 and is connected to the upper end of the link 22 by a pin and slotconnection 25. A diaphragm 26 located in a chamber 27 is connected tothe lever 23 by a stem 28 so that the up and down movements of saiddiaphragm will be communicated to the lever and thence to the vanes.

Within the passage 16 is located a small receptacle 29 containing etheror other liquid 30, the chamhcr 29 being directly heated by the jacketliquid 31 flowing through the passage 16 from the motor to the radiator.A small pr ssure tube 32 reaches from the chamber 29 to the space withinthe casing 27 above the diaphragm 26. so that the diaphragm is directlysubjected to the vapor pressure created by the ether' in the chamber 30.This vapor pressure in turn depends directly upon the temperature cit"the jacket liquid llllll? passage 16. Consequently, as the temperatureof the acket liquid rises the pressure Within the chamher 2t" increasesand the pressure on the diaphragm 26 iicreases forcing it. down. tiltingthe lever 28, and opening the vanes so as to improve the circulation otthe cooling air. in this way the temperature of the jacket liquid ismaintained more or less constant. By proper design and provision, itwill he possible to automatically maintain the tornperature of thejacket liquid at or near its boiling point. or at or near 350 C.

Referring to the modified arrangement shown in Figs. 5, ti and 7, inthis case the jacket delivery connection id reaches hy passages 33 and3% to the upper portion of the radiatorflo, and the lower portion or theradiator reaches by a passage 38 to the jacket intake connection 13otthe engine. A fan 3'? mounted on the shaft 38 is illustrated forassisting the air current. through the radiator if desired. Furthermore.a circulating pump 39 is illustrated for ar'sisting the circulation ofthe. jacket liquid if desired, but either one or both of these elementsmay be dispensed with if desired.

ln the arrangement shown. in Fig. 5, there is established a shuntconnection 40 between the passages'Et and 36. The compartment dl isshown as being located intermediate between the pa sages and 53 i. andthe shunt connection 40 reaches from the compartment 41 to the passage86. A valve 42 is located in the passage 36 intermediate between thelower end of the radiator and the lower end terrupted and all of thejacket liquid coming from the engine will he shunted directly backthrough the shuntconnection 40. so that the cooling influence of theradiator will be -co1npletely eliminated. On fullyopening the valve 42the flow of jacket liquid between the lower end of the radiator and theconnection 36 will he allowed to take place freely, so that maximumcooling e'llect will be produced by the radiator.

The control of the shunt eliect may be obtained either manually orautomatically. Automatic control is illustrated in Figs. 5, ti, and T. yIn this case the valve- 42 may be actuated by a stem 43 which isconnected to the diaphragm 44, which is subject to the fluid pressurewithin the chamber 45.

Said chamber'd5 communicates .by means of a small tube 46 with achamber47 located in the passage 33 and subject to the temperature of thejacket liquid 48 flowing through said passage. The vapor pressure'ofether or other material within the chambei 47 will. depend upon thetemperature of the circulating jacket liquid flowing through the passage33. As this temperature rises, the vapor pressure also increases tendingto force the diaphragm 4A. upwardly and thus opening the valve 42 so asto facilitate the flow of jacket liquid through the radiator. Thepercentage of liquid flowing through the radiator will thus beincreased, correspondingly increasing its cooling action and jacketliquid at the desired point.

Ordinarily, a suflicient amount of jacket liquid will he introduced intothe system to completely fill the jacket and passages and the radiatorup to a sntlicient elevation to insure proper circulation through thesystem.

The heat generated by the combustion in the cylinder is given up in twoways: first, in the work actually performed in driving the piston, andsecond, by conduction to the walls of the cylinder. The heat enter ingthe walls of the cylinders is chiefly, lost to the jacket liquid. Theamount of heat lost to the walls is largely determined by the relativetemperatures of the gas and walls, and since the temperature of the gasis practically fixed, it is at once apparent that the higher thetemperature of the cylinder walls the smaller will he the heat lost tothem. Furthermore, the practically con stant temperature of the cylinderwalls results in an operation which is largely isothermal. and theincreased temperature at which this isothermal operation takes placewill result ina large increase in the thermo tending to maintain thetemperature of the hill iiill dynamic efliciency of the machine.Nevertheless, as previously explained, the temperature must be such thatproper lubrication may take place, and this is possible withtemperatures as high as 350 It will be understood that in the use of ajacket liquid operating at temperatures substantially above 100 C.. themechanism should be properly designed and proportioned for suchoperation. Furthermore, the mechanism and various connections should beproperly designed and of proper materials to operate successfully atthese increased temperatures. It has been very customary to useconnections between the liquid jacket and the radiator including rubberhose, but in many cases it will be found desirable to substitute othermaterial in order to successfully withstand the increased temperaturesin continuous operation. For exam le, it may become desirable to usecopper tubing for the jacket liquid connections.

Furthermore, the use of increased temperatures will generally involve areduced fuel consumption due to increased economy of engine operation.This will entail a corresponding change in the total amount of heatenergy generated in the operation of the engine. Owing, however, to thefact that the specific heat and also the specific gravity of the oil areless than those of water, itfollows that the heat carrying capacity ofthe oil per cubic inch is less than that of water, so that acorrespondingly increased rate of circulation of the liquid should beused. Consequently, the operation at substantially increasedtemperatures will generally invo ve a redesign or reproportion of theparts and equipment in order to establish and maintain the desiredoperating conditions.

When the jacketing liquid comprises straw oil or one of the other oilswhich are produced from petroleum from which the gasoline or otherlighter constituents have been removed, which lighter constituents areused as the fuel for the internal combustion engine, it follows that thej acketing liquid and the fuel are both derived from the same initialraw product at different stages of the distillation of the same. In suchcase the use of straw oil or another oil of this group as a jacketingliquid involves a method of operation in which the jacketing liquid,derived from the same original source as the fuel also serves to improvethe economy in the use of said fuel in the motor. It is further notedthat inasmuch as the straw oil and the other oils of this group lieintermediate between the kerosenes and gasolines and napthas onthe onehand and the heavier lubricating oils on the other hand, theirusefulness in the industrial arts has heretofore been to some extentlimited to such purposes as for use as fuels under boilers, etc. The

use of these oils as jacket liquids will greatly increase their fieldand range of usefulness and establish a. greatly increased market forthem.

While I have herein mentioned only a single jacket liquid material whichmay he satisfactorily used for the jacket liquid according to the methodand arrangement of the present invention, still I do not intend to limitmy invention to the use of this or any other particular liquid material,except. as I may do so in the claims. Furthermore, while I have hereinshown and described only certain embodiments of apparatus for practicingthe method of the present invention, still I do not intend to limitmyself to this or any other form of apparatus, except as I may do so inthe claims.

I claim:

1. A jacket system for a liquid jacketed internal combustion engineincluding the liquid jacketed cylinders thereof, a jacket liquid withinsaid jacket, and means for dissipating heat absorbed by said jacketliquid from the cylinders, said jacket liquid comprising wax free strawoil having a boiling point of substantially 350 (3., su istantially asdescribed.

2. A jacket system for a liquid jacketed internal combustion engineincluding the liquid jacketed cylinders thereof, and means fordissipating heat from said jacket including a jacket liquid within saidjacket comprising wax free straw oil having a boil-' ing point ofupwards of 300 C., substantially as described.

3. A jacket system for a liquid jacketed internal combustion engineincluding the liquid jacketed cylinders thereof, and means fordissipating heat from said jacket including a jacket liquid within saidjacket comprising wax free oil from petroleum having a distilling pointintermediate between the kerosenes and the lighter lubricating oils, andhaving a boiling point of upwards of 300 C., and the characteristic offlowing freely at temperatures substantially as low as 30 C. below zero,substantially as described.

4. A jacket system for a liquid jacketed internal combustion engineincluding the liquid jacketed cylinders thereof, and means fordissipating heat from said jacket and limiting the running temperaturethereof to a point suitable for normal operation of the engine withsatisfactory lubrication of the. cylinders, including a jacket liquidwithin said jacket comprising wax free redistillcd oil from pet oleumhaving a distilling point intermediate between the kerosene-e and thelighter lubricating oils, and having a boiling point of upwards of 300C.. and a specific gravity of substantially 34 136., substantially asdescribed.

5. A jacket system for a liquid jacketed internal combustion engineincludingthe liqtion,.inc1uding a jacket liquidi-withi'n saidmud-jacketed cylinders thereof, and means for; jacket comprisin wax freeoil. from petrodissipatin heat from. said jacket and conleum having aistillingpoint of upwards 10 trolling t e running temperature thereof of300 (3., and a specifio ayity of substanwithin limits suitable forsatisfactory lubri tially 34 B., substantia y a'sdescribed.

cation witha. maximum; temperature of the cylinder walls consistent with'such condi- GEORGE MORRISEY.

